Seaborne Airlines

268 Muñoz Rivera Avenue, 9th Floor

Hato Rey, Puerto Rico 00918

Federal Register Id # FAA-2010-0970

Exemption 10177 – Request for Permanent Status 

Supporting Documentation 

Reply to the attention of:

Brad Guest | Vice President of Operations

bguestl@seaborneairlines.com |787-946-8403

The following documents are submitted in support of the aforementioned 

exemption request:

• Runway Analysis Manual – Seaplane - DH-6-300 by ASAP, Inc.

• Water Runway Data - Charlotte Amalie Harbor – St. Thomas, VI

 Christiansted Harbor, St. Croix, VI

• Detailed Harbor Information – Christiansted Harbor, St. Croix, VI

• FAA Approved Seaplane Checklist

• Seaplane Standard Operating Procedures (markup version)
Runway Analysis Manual

Seaplane - DH-6-300

by 

ASAP, Inc.
RUNWAY ANALYSIS MANUAL

SEABORNE AIRLINES

SEAPLANE

DH-6-300

PT6A-27
AUTOMATED

SYSTEMS IN

AIRCRAFT

PERFORMANCE, INC.

PO BOX 2457

CRANBERRY TWP., PA 16066

VOICE: (724) 742-4777

FAX: (724) 742-4770

MOBIL: (412) 629-0961
SEA BORNE 

SEAPLANE 

DHC-6-300 

PW-123B 

RUNWAY ANALYSIS MANUAL 

RECORD OF REVISIONS 

REVISION DATE REVISION DATE REVISION DATE 

ORIG 1 JUL 11 12 24 

1 1 AUG 11 13 25 

2 1 SEP 11 14 26 

3 1 OCT 11 15 27 

4 1 NOV 11 16 28 

5 17 29 

6 18 30 

7 19 31 

8 20 32 

9 21 33 

10 22 34 

11 23 35 

Automated Systems In Aircraft Performance, Inc. 

P.O. Box 2457 

Cranberry Twp., PA 16066 

U.S.A. 

 

 Voice: (724) 742-4777 

 Facsimile: (724) 742-4770 

 Mobil: (412) 629-0961 

 Internet: www.asapinc.net 

 Email: team@asapinc.net 
Automated Systems In Aircraft Performance, Inc.

P.O. Box 2457

Cranberry Twp., PA 16066

U.S.A.

Voice: (724) 742-4777

Facsimile: (724) 742-4770

Internet: www.asapinc.net

INTENTIONALLY

LEFT

BLANK
 

P.O. Box 2457, Cranberry Twp., PA 16066 U.S.A. Tele: (724) 742-4777 Fax: (724) 742-4770

Seaborne Airlines 

Runway Analysis Manual 

DHC-6-300 / SEAPLANE / PT6A-27 

Revision # 4 – Nov 1, 2011 

Please revise your manuals based on the following revision instructions: 

 AÎ Add Page ÍD Delete Page All other pages revised 

CHECKLIST 

PAGES 1 

NO AIRPORT UPDATES

Special Notes: 

 

ACTIVE NOTAMS: NONE 

3⁄4 AIRPORT COUNT 2 

Should you have any questions, please contact Automated 

Systems in Aircraft Performance, Inc. at telephone voice 

number (724) 742-4777. 

Sincerely, 

Gary Craig 

Airport Analyst 
Automated Systems In Aircraft Performance, Inc.

P.O. Box 2457

Cranberry Twp., PA 16066

U.S.A.

Voice: (724) 742-4777

Facsimile: (724) 742-4770

Internet: www.asapinc.net

INTENTIONALLY

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REVISION DATE November 01, 2011 REVISION # 4

RUNWAY ANALYSIS CHECKLIST

SEABORNE AIRLINES

DHC-6-300 SEAPLANE

PT6A-27

CAO RUNWAY DATE MAXIMUM POWER REDUCED POWER

TAKE-OFF FLAP 10 LANDING

FLAP 20 FLAP 37 1/2

22 13 06/09/2011 Yes No No Yes

22 17 06/09/2011 Yes No No Yes22 18 06/09/2011 Yes No No Yes22 24 06/09/2011 Yes No No Yes

32 07 06/09/2011 Yes No No Yes32 34 06/09/2011 Yes No No Yes

Page 1

1, 2011 REVISION # 4
Automated Systems In Aircraft Performance, Inc.

P.O. Box 2457

Cranberry Twp., PA 16066

U.S.A.

Voice: (724) 742-4777

Facsimile: (724) 742-4770

Internet: www.asapinc.net

INTENTIONALLY

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Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 1 

CONTENTS 

SUBJECT PAGE

 

Introduction 2 

Takeoff Description 4 

Takeoff Example 9 

Landing Description 10 

Landing Example 13 
SEABORNE AIRLINES DHC-6-300 SEAPLANE 

PT6A-27

Runway Analysis Manual

 PAGE 2 6/29/2011

INTRODUCTION 

Airport analysis facilitates the determination of the maximum allowable takeoff 

and landing weights for specific airport conditions and various airplane 

configurations. The limitations observed are those specified in the FAA approved 

Airplane Flight Manual (AFM) for the airplane. 

TAKEOFF 

The maximum allowable takeoff weight is determined by the most limiting 

of the following: 

1. Maximum certified takeoff weight (structural limit). 

2. Climb limited weight - the maximum weight at which the FAA 

required minimum climb gradients in second segment and final 

segment are achievable for the airport elevation and temperature. 

3. Field length limited weight - the maximum weight at which the 

airplane complies with FAR Part 23 rules governing required 

runway length, airport elevation, temperature, and wind. 

4. Obstruction limited weight - the maximum weight at which 

obstruction clearance required by FAR Part 23 can be 

demonstrated. The obstruction limited weight is a function of 

obstruction height and distance, temperature, airport elevation, 

runway slope, and wind; unless otherwise specified on the Airport 

Analysis, a straight out flight path along the extended runway 

center line is assumed for obstruction clearance. 
Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 3 

LANDING 

The maximum allowable landing weight is determined by the most limiting 

of the following: 

1. Maximum certified landing weight (structural limit). 

2. Climb limited weight - the maximum weight at which the FAA 

required minimum climb gradients are achievable in the approach 

and landing configuration. The weight is a function of airport 

elevation and temperature. 

3. Field length limited weight - the maximum weight at which the 

airplane complies with FAR Part 23 rules governing the required 

runway length, airport elevation, and wind. 

MANUAL & OBTAINING RUNWAY ANALYSIS 

Runway analysis for regular and listed approved alternate airports are 

provided in this manual. In the event an aircraft diverts into an airport not 

listed as a regular or alternate airport, runway analysis is available, upon 

request, from Automated Systems in Aircraft Performance, Inc. (ASAP 

Inc.). This information is also available for other purposes such as 

planning purposes, sales, etc. 

Analysis is readily available at our web site for instant calculation. You 

may also have our staff send you the runway analysis data. Analysis is 

usually available within the hour; however, it may take longer depending 

upon the time of the day and airport for which information is requested. 

Runway analysis may be obtained at the following: 

http://www.asapinc.net 

Automated Systems in Aircraft Performance, Inc. 

(ASAP Inc.) 

PO Box 2457 

Cranberry Twp., PA 16066 

Voice: (724) 742-4777 

Facsimile: (724) 742-4770 

Mobil: (412) 629-0961 
SEABORNE AIRLINES DHC-6-300 SEAPLANE 

PT6A-27

Runway Analysis Manual

 PAGE 4 6/29/2011

DESCRIPTION 

$ TAKEOFF

 TAKEOFF HEADING 

The heading at the top of the page contains the following information: 

 Airport Date: The date of the last revision to the most recent 

runway end data by ASAP, Inc. is presented. 

Power Setting: Only maximum power is be used with Seaplane 

Aircraft 

 Airline Name 

 Type of Performance 

Airplane Model and Engine Type 

 Flap Setting for Takeoff 

ICAO four letter airport identifier / IATA three letter airport identifier 

Airport Location 

 Airport Name 

 Airport Elevation in Feet MSL 

 NOTE TO CHECK MAX STRUCTURAL TAKEOFF WEIGHT LIMIT 

 

Note as a reminder to always check the performance limits against the specific 

aircraft’s structural weight limit. 
Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 5 

TAKEOFF WEIGHTS 

Gross weight performance limits are shown in columns for the 

corresponding temperature. 

OAT: The outside air temperature in degrees. 

F = Fahrenheit, C = Celsius. 

STATIC TORQUE 

PSI: The static takeoff power setting for the engines 

in pounds per square inch. 

FIELD LIMIT WEIGHTS: 

Field limit weights in pounds for a no wind 

(Zero Wind) condition are given for a 

corresponding runway and temperature. This 

weight is the limiting weight considering the 

runway characteristics, and obstacles in the 

departure area. Interpolation for intermediate 

temperatures may be used or the next hotter 

temperature. Corrections must be applied for 

wind, and mel performance decrements. After 

correcting, the final result must be compared 

with the climb limit column and maximum 

structural weight for the lowest value limiting 

weight. 

RUNWAY NUMBER: 

 Up to six runways will appear in this area. A 

suffix to the runway number may appear, which 

refers to takeoff, and has the following 

meaning: 

C Center runway when there are three parallel 

runways 

L Left runway when there are two or more 

parallel runways 

R Right runway when there are two or more 

parallel runways 

I Intersection takeoff from the taxiway designator 

following the “I”. 
SEABORNE AIRLINES DHC-6-300 SEAPLANE 

PT6A-27

Runway Analysis Manual

 PAGE 6 6/29/2011

P Prior permission required from the tower to use 

the runway. 

* Special condition such as additional or less 

runway length. 

M Obstacle clearance based on mobile equipment in 

takeoff path. 

S Obstacle clearance based on ship in channel. 

T Special departure procedure involving a turn for 

obstacle clearance. A “T” with nothing following 

designates a turn procedure calculated on a 

conservative side which is valid for all aircraft type. If 

“IA6” follows the “T”, the turn procedure was 

developed based on Seaborne DHC-6-300/PT6A-27 

specific performance. 

General turn procedures are designed for V2 speeds 

between 90 – 200 Kts. These engineered turned 

procedures are designed to avoid the obstacles with 

an engine failure while climbing to the level off 

altitude. These engineered turn procedures will most 

likely coincide with ODP (obstacle departure 

procedures) or SID’s (standard instrument 

departures). In areas where this cannot be done, the 

turn procedure will be different. In cases where the 

terrain does not permit higher V2 speeds, the 

maximum V2 speed will be printed in the procedure. 

(This is common where the turn procedure terminates 

in a holding pattern.) 

The pilot or operator must check the actual V2 speed 

(based on actual takeoff weight) prior to departure to 

see if this speed will be exceeded. Takeoff weight 

must be reduced as to not exceed the procedure 

maximum V2 speed. If the turn procedure terminates 

in a holding pattern, the maximum V2 will still apply to 

throughout holding pattern. The turn procedure 

terminates at level off altitude or higher in accordance 

to the altitude printed on the performance page LOA 

for that runway end. The pilot, dispatcher or operator 

must determine the next course of action beyond this 

point. 
Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 7 

TR Special departure procedure requiring RNAV 

navigation. The same criteria for standard turn or 

custom turn procedures in the above paragraph still 

apply. 

D Runway length available day use only. 

N Runway length available night use only. 

LIMIT CODE: The limiting condition is presented for the 

corresponding temperature. Following are the 

abbreviations: 

 R - Runway 

 C - Climb 

 O - Obstacle 

SEC. SEG CLIMB: Climb limit weight in pounds is shown for the 

corresponding temperature. This weight is the 

limiting weight considering the governing 

regulatory minimum climb requirements as 

designated in the aircraft flight manual. 

Interpolation for intermediate temperatures 

may be used or the next hotter temperature. 

Corrections must be made for any mel 

performance decrements. After correcting, the 

final result must be compared with the field 

limit column and the maximum structural 

weight for the lowest value limiting weight. 



WIND CORR - WIND CORRECTIONS 

Wind corrections provided have already been calculated using not more 

than 50% of the actual headwinds, or not less than 150% of the actual 

tailwinds, in compliance with relevant operating regulations. Performance 

corrections are made for the wind component parallel to the runway, that 

is actually reported by the tower (since the weight corrections already 

consider the percentage usable in compliance with the relevant operating 

regulations). Gross weight corrections are listed for each runway. 

ADD LBS/KT HW: Adjustment in pounds to be added for each 

knot of headwind. 
SEABORNE AIRLINES DHC-6-300 SEAPLANE 

PT6A-27

Runway Analysis Manual

 PAGE 8 6/29/2011

SUBT LBS/KT TW: Adjustment in pounds to be subtracted for 

each knot of tailwind. ‘N/A’ means runway 

Not Authorized for use with any tailwind. 

 

RUNWAY DIM - RUNWAY DIMENSIONS 

 Runway length: Takeoff run available length in feet for each 

runway. 

 

Runway slope: Runway slope for each runway. An average 

slope is shown as positive for uphill and 

negative for a downhill slope. Data for this 

runway has been calculated based on this 

slope value. 



LVLOFF ALT - LEVEL OFF ALTITUDE 

Level off altitude is listed for each runway, in feet msl, for engine 

failure acceleration/flap retract height of 400 feet above the airport 

or higher if necessary for obstacle clearance. 



 

SPECIAL PROCEDURE OR NOTE 

 Special non-standard departure procedures, for engine failure, such as 

turns will be described in this area for each runway. Other significant 

notes may also appear. The area will be empty for standard departure 

procedures. 
Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 9 

$TAKEOFF EXAMPLE














SEABORNE AIRLINES DHC-6-300 SEAPLANE 

PT6A-27

Runway Analysis Manual

 PAGE 10 6/29/2011

% LANDING

 LANDING HEADING 

The heading at the top of the page contains the following information: 

Airport Date: The date of the last revision to the most recent runway 

end data by ASAP, Inc. is presented. 

Seaplane Aircraft 

 Airline Name 

 Type of Performance 

Airplane Model and Engine Type 

 Flap Setting for Landing 

ICAO four letter airport identifier / IATA three letter airport identifier 

Airport Location 

 Airport Name 

 Airport Elevation in Feet MSL 

 CHECK MAX STRUCTURAL LANDING WEIGHT LIMIT 

 

Note as a reminder to always check the performance limits against the specific 

aircraft’s structural weight limit. 



CLIMB LIMIT WEIGHTS 

Climb limit weight performance limits in pounds are shown in rows for the 

corresponding temperature. 

OAT: The outside air temperature in degrees. 

 F = Fahrenheit, C = Celsius. 
Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 11 

LANDING RUNWAY LIMITING WEIGHTS 

Runway limit weight performance limits in pounds are provided for the 

corresponding runway. 

RUNWAY NO: The designated runway number. 

LENGTH: The landing runway length from the threshold 

in feet. Distances for landing from the glide 

slope intercept point if available are printed 

below the LDA. 

 

MAX WT 

0-WIND: Maximum landing weight based on a no-wind 

condition in pounds. ‘NOT AUTHORIZED’ is 

presented when the landing length is 

insufficient for landing. 

ADD LBS/KT 

H.W.: Headwind adjustment in pounds per knot to be 

added to the corresponding MAX WT 0-WIND 

for each knot of headwind. 

CRIT TW: The critical tailwind value is given at which the 

landing MAX WT 0-WIND weight is permissible 

without a weight correction. If the tailwind is 

greater than this value, the MAX WT 0-WIND 

must be reduced by the corresponding wt 

quoted in the SUB LBS/KT T.W. for each knot 

above the CRIT TW value. The maximum 

permissible tailwind for any runway is ten 

knots. ‘NOT AUTH’ is presented when the 

corresponding landing length and condition is 

insufficient for landing with any tailwind. 
SEABORNE AIRLINES DHC-6-300 SEAPLANE 

PT6A-27

Runway Analysis Manual

 PAGE 12 6/29/2011

SUBT LBS/KT 

T.W.: Tailwind adjustment in pounds per knot to be 

subtracted from the corresponding MAX WT 0-

WIND for each knot of tailwind above the 

critical tailwind value. 

 CRIT TEMP: The critical temperature in degrees Fahrenheit 

value is given at which the landing MAX WT 0-

WIND weight is permissible without a weight 

correction. If the temperature is greater than 

this value, the MAX WT 0-WIND must be 

reduced by the corresponding wt quoted in the 

SUBT TEMP ADJ for each degree above the 

CRIT TEMP value. 

SUBT TEMP 

ADJ: Temperature adjustment in pounds per degree 

Fahrenheit to be subtracted from the 

corresponding MAX WT 0-WIND for each 

degree Fahrenheit above the critical 

temperature value. 
Runway Analysis Manual DHC-6-300 SEAPLANE 

PT6A-27

SEABORNE AIRLINES

6/29/2011 PAGE 13 

%LANDING EXAMPLE








Automated Systems In Aircraft Performance, Inc.

P.O. Box 2457

Cranberry Twp., PA 16066

U.S.A.

Voice: (724) 742-4777

Facsimile: (724) 742-4770

Internet: www.asapinc.net

INTENTIONALLY

LEFT

BLANK
POWER: MAXIMUM SEAPLANE

---

---

SEC.

CLIMB

SEG.

F C PSI

RUNWAYS - LBS

SLOPE - %

AMALIE HARBOR, VI

ELEV=

LENGTH-FT

AMALIE HARBOR SEAPLANE BASE

VI22

FLAP 0

3646

LBS/KT HW 8

DHC-6-300

FT

 -1168

TAKEOFF PERFORMANCE

LBS/KT TW

QNH 400

OAT 13

20

CHECK MAX STRUCTURAL TAKEOFF WEIGHT LIMIT FOR AIRCRAFT

/ SPB

PT6A-27

0.00 ---

---

---

RUNWAY DIM

WIND CORR

LVLOFF ALT

STATIC

TORQUE

DATE: 6/9/2011 SEABORNE AIRLINES

 0

 0

5165

0.00

400

12590

12570

12560

12550

12540

12540

12540

12530

12530

12530

12530

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12510

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12500

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12490

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12010

11890

11760

 0

 0

5651

0.00

400

50 10 50.0 12500 R

55 13 50.0 12500 R

60 16 50.0 12500 R

65 18 50.0 12500 R

70 21 50.0 12500 R

71 22 50.0 12500 R

72 22 50.0 12500 R

73 23 50.0 12500 R

74 23 50.0 12500 R

75 24 50.0 12460 R

76 24 50.0 12430 R

77 25 50.0 12390 R

78 26 50.0 12360 R

79 26 50.0 12320 R

80 27 50.0 12290 R

81 27 50.0 12250 R

82 28 50.0 12220 R

83 28 50.0 12180 R

84 29 50.0 12150 R

85 29 50.0 12110 R

86 30 49.9 12080 R

87 31 49.6 12030 R

88 31 49.4 11960 R

89 32 49.1 11890 R

90 32 48.8 11820 R

92 33 48.3 11680 R

94 34 47.8 11540 R

96 36 47.3 11390 R

98 37 46.8 11230 R

100 38 46.3 11080 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 R

12500 C

12500 C

12500 C

12500 C

12500 C

12500 C

12500 C

12500 C

12500 C

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12500 C

12500 C

12500 C

12500 C

12500 R

12500 R

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12500 C

12500 C

12500 C

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12500 C

12500 C

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12500 C

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12500 C

12500 C

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12500 R

12500 R

12500 R

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12500 R

12500 R

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12500 C

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12500 C

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12500 C

12500 C

12500 C

17 18 24

 0

 0

5529

0.00

400
SEAPLANE 37 .5

APPROACH AND LANDING CLIMB LIMIT WEIGHTS - LBS

LANDING RUNWAY LIMIT WEIGHTS - LBS

RUNWAY

NO

ELEV= 0 FT

LENGTH LBS LBS KTS LBS

MAX WT

ADD SUBT

FLAP

AMALIE HARBOR, VI

AMALIE HARBOR SEAPLANE BASE

VI22

DHC-6-300 PT6A-27

SEABORNE AIRLINES

LANDING PERFORMANCE

CHECK MAX STRUCTURAL LANDING WEIGHT LIMIT FOR AIRCRAFT

CRIT

0-WIND

LBS/KT

H.W. T.W.

LBS/KT

T.W.

OAT - °F

°C

/ SPB

DEG F

CRIT

TEMP

LBS/DEG F

TEMP

ADJ

SUBT

DATE: 6/9/2011

24 5529 12300 0 0 10 100 0

18 5651 12300 0 0 10 100 0

17 5165 12300 0 0 10 100 0

13 3646 12300 0 0 10 100 0

12300

50

10

12300 12300 12300 12300 12300 12300 12300 12300

60

16

70

21

75

24

80

27

85

29

90

32

95

35

100

38
POWER: MAXIMUM SEAPLANE

---

---

SEC.

CLIMB

SEG.

F C PSI

RUNWAYS - LBS

SLOPE - %

ST. CROIX, VI

ELEV=

LENGTH-FT

CHRISTIANSTED HARBOR SEAPLANE

VI32

FLAP 0

4618

LBS/KT HW 0

DHC-6-300

FT

 -48

TAKEOFF PERFORMANCE

LBS/KT TW

QNH 400

OAT 07

20

CHECK MAX STRUCTURAL TAKEOFF WEIGHT LIMIT FOR AIRCRAFT

/ SSB

PT6A-27

0.00 ---

---

---

RUNWAY DIM

WIND CORR

LVLOFF ALT

STATIC

TORQUE

DATE: 6/9/2011 SEABORNE AIRLINES

 0

 -222

4132

0.00

400

12590

12570

12560

12550

12540

12540

12540

12530

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12530

12530

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50 10 50.0 12500 R

55 13 50.0 12500 R

60 16 50.0 12500 R

65 18 50.0 12500 R

70 21 50.0 12500 R

71 22 50.0 12500 R

72 22 50.0 12500 R

73 23 50.0 12500 R

74 23 50.0 12500 R

75 24 50.0 12500 R

76 24 50.0 12500 R

77 25 50.0 12500 R

78 26 50.0 12500 R

79 26 50.0 12500 R

80 27 50.0 12500 R

81 27 50.0 12500 R

82 28 50.0 12500 C

83 28 50.0 12500 C

84 29 50.0 12500 C

85 29 50.0 12500 C

86 30 49.9 12500 C

87 31 49.6 12500 C

88 31 49.4 12500 C

89 32 49.1 12500 C

90 32 48.8 12500 C

92 33 48.3 12500 C

94 34 47.8 12500 C

96 36 47.3 12500 C

98 37 46.8 12500 C

100 38 46.3 12500 C

12500 R

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34
SEAPLANE 37 .5

APPROACH AND LANDING CLIMB LIMIT WEIGHTS - LBS

LANDING RUNWAY LIMIT WEIGHTS - LBS

RUNWAY

NO

ELEV= 0 FT

LENGTH LBS LBS KTS LBS

MAX WT

ADD SUBT

FLAP

ST. CROIX, VI

CHRISTIANSTED HARBOR SEAPLANE

VI32

DHC-6-300 PT6A-27

SEABORNE AIRLINES

LANDING PERFORMANCE

CHECK MAX STRUCTURAL LANDING WEIGHT LIMIT FOR AIRCRAFT

CRIT

0-WIND

LBS/KT

H.W. T.W.

LBS/KT

T.W.

OAT - °F

°C

/ SSB

DEG F

CRIT

TEMP

LBS/DEG F

TEMP

ADJ

SUBT

DATE: 6/9/2011

34 4132 12300 0 0 10 100 0

07 4618 12300 0 0 10 100 0

12300

50

10

12300 12300 12300 12300 12300 12300 12300 12300

60

16

70

21

75

24

80

27

85

29

90

32

95

35

100

38
Water Runway Data 

Charlotte Amalie Harbor – St. Thomas, VI

Christiansted Harbor - St. Croix, VI
Water Runways

Christiansted Harbor – St. Croix, VI

Runway Course (mag) Length’ RW Latitude Longitude

Runway 7 075°/255° 4618’ Start 17° 44.905N 064° 42.601W

End 17° 45.275N 064° 41.907W

Runway 25 (not used)

Runway 34 345/165 4132’ Start 17° 44.862N 064° 42.487W

End 17° 45.458N 064° 42.831W

Runway 16 (not used)

Charlotte Amalie Harbor – St. Thomas, VI

Runway Course (mag) Length’ RW Latitude Longitude

Runway 24 245/65 5529’ Start 18° 19.352N 064° 57.628W

End 18° 19.920N 064° 56.885W

Runway 6 (not used)

Runway 17 170/350 5165’ Start 18° 19.917N 064° 56.540W

End 18° 19.139N 064° 56.170W

Runway 35 (not used)

Runway 13 136/316 3646’ Start 18° 20.267N 064° 56.204W

End 18° 19.950N 064° 55.666W

Runway 31 (not used)

Runway 17 176/356 5651’ Start 18° 20.332N 064° 55.952W

End 18° 19.447N 064° 55.639W

Runway 35 (not used)
Detailed Harbor Information 

Christiansted Harbor, St. Croix, VI
64° 42' 45" W 64° 42' 40" W 64° 42' 35" W 64° 42' 30" W 64° 42' 25" W 64° 42' 20" W 64° 42' 15" W

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CHRISTIANSTEO HARBOR

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1r 44' 37" N 64° 42' 12" W ® MAPTECH, INC.
FAA Approved Seaplane Checklist


Seaplane Standard Operating Procedures

(markup version)
SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

TABLE OF CONTENTS TOC-i 

TABLE OF CONTENTS 

CHAPTER 1 COMPANY ORGANIZATION 

CHAPTER 2 STANDARD PRACTICES AND GENERAL INSTRUCTIONS 

CHAPTER 3 OPERATIONS LIMITATIONS (AFM) AND SUPPLEMENTS 

CHAPTER 4 NORMAL CHECKLIST AND PROCEDURES 

CHAPTER 5 EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 

CHAPTER 6 FAA APPROVED AIRPLANE FLIGHT MANUAL - EXCERPTS 

CHAPTER 7 RESERVED 

Summary of Comments on _SOP R14 markups.pdf

Page: 1

Author: TechSupport Subject: Highlight Date: 6/5/2014 11:12:07 AM 

changed from 'and' to '&' 
SEABORNE AIRLINES DATE: 01-07-13 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 12

4 - 2 

4.24 After Start Flow; Wheelplane 

4.25 After Start Checklists; Wheelplane (S) and (R&D) 

4.26 First Flight Checks; Wheelplane (C&R) 

4.27 Taxi; Wheelplane (C&R) 

4.28 Takeoff; Wheelplane (R&D) 

4.29 Takeoff Procedure; Wheelplane 

4.30 After Take Off; Wheelplane (S) 

4.31 Cruise; Wheelplane (S) 

4.32 Descent; Wheelplane (C&R) 

4.33 Landing; Wheelplane (R&D) 

4.34 After Landing; Wheelplane (S) 

4.35 Shutdown; Wheelplane (S) 

4.36 Go Around; Wheelplane (R&D) 

4.37 Taws Advisory Responses 

4.38 Instrument Procedures 

4.39 FAA Approved Aircraft Normal Checklist 

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 11 

4.5 BEFORE START CHECKLIST; FLOATPLANE 

(Read & Do by Captain) or (Silent Captain) 

HYDRAULIC PRESSURE CHECKED CB IN

Check that the HYD C/B light is out and that the HYD SYS circuit breaker is fully engaged. Verify that both the 

system pressure gauge and brake pressure gauge are above 1,300PSI. 

CONTROL LOCKS REMOVED / STOWED

FLIGHT RELEASE ON BOARD

 Verify flight release packet is on board. 

Verify Gen Dec is on board if required. 

MEL LIMITATIONS REVIEWED

 Discuss the impact or required actions that MELs will have on the flight. 

WEIGHT & BALANCE COMPLETE

 Verify the load manifest and passenger manifest are signed and on board, 

POWER LEVERS IDLE

PROPELLER LEVERS FEATHER

FUEL LEVERS OFF

GENERATOR SWITCHES OFF

BEACON ON

FAN BLOWER OFF

COCKPIT FANS OFF

AVIONICS MASTER OFF

BOOST PUMPS ON

Select the FWD and AFT BOOST switches ON and check that all four BOOST PUMP PRESS caution lights go 

out. 

VOLTAGE CHECKED

Verify that the ground power unit voltage is minimum 24 Volts prior to 

PROP AREA CLEAR / PROP TIE REMOVED

Verify prop ties have been removed and propellers are clear of any obstructions. 

COCKPIT DOORS CLOSED & SECURE

Both cockpit doors should be closed before engines are started and remain closed until engines are shut down. 

Page: 3

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 15 

4.7 AFTER START FLOW; FLOATPLANE 

The after start flow is completed by the Captain. Items above the line are completed on 

the dock; all items below the line are completed once the aircraft has left the dock. 

1. Propellers Levers Forward 

2. External/Battery Switch to BATTERY 

3. Hand Signal to ground crew to disconnect power 

4. Advance power levers to IDLE +15% (max. 15# torque) 

5. Generator switches Left then Right to RESET then ON (one at a time) 

6. Fan Blower Switch to ON 

7. Cockpit Fan switch to ON 

8. Radio Master Switch to ON 

9. Observe Generator Loads 

10. If each Generator load is below .5 

11. Power levers to IDLE 

12. Reverse Checked 

Once this flow is completed silently by the Captain, the Captain will then clear the right 

area by asking the First Officer “REVERSE CHECKED, CLEAR RIGHT AND 

BEHIND.” The First Officer will respond accordingly; “REVERSE CHECKED, CLEAR 

RIGHT AND BEHIND” or “NOT CLEAR.” Once clear the dock the Captain will then 

select the AUTOFEATHER as the last item in his/her flow. 

Page: 4

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 16 

4.8 AFTER START CHECKLIST; FLOATPLANE 

(Silent by Captain and Read & Do by First Officer)

Reverse thrust must be checked prior to releasing mooring lines. Once off the dock the 

Captain will call for this checklist by stating; “BATTERY SELECTED, FLAPS 20, 

AFTER START CHECKLIST BELOW THE LINE.” The First Officer will complete this 

by the Read & Do method. 

PROPELLER LEVERS MAX RPM

POWER LEVERS NG + 15%

BATT / EXT BATT

 If an external start was accomplished move the BATT / EXT switch to BATT. 

EXTERNAL POWER DISCONNECT

 Captain gives disconnect signal to ramper. 

GENERATOR SWITCHES ON

Select LEFT GENERATOR switch to RESET then ON. 

Verify LEFT GENERATOR light is out. 

Select RIGHT GENERATOR switch to RESET then ON. 

Verify RIGHT GENERATOR light is out. 

FAN BLOWER AS REQUIRED

Selects FAN BLOWER based on conditions. 

TRIMS SET 1, 2, 3

 Set Elevator, aileron, and rudder trims are set for takeoff. 

RADIO MASTER ON

Captain selects RADIO MASTER ON. 

First Officer will initialize GPS. 

VOLTS & LOADS CHECKED

Check voltmeter indicates 28V. 

Check ammeter indicates less than 0.5 for both LEFT and RIGHT GENERATOR. 

POWER LEVERS IDLE

-------------------- First Officer Below the Line ------------------- 

REVERSE CHECKED

Move POWER LEVERS into reverse and check that both BETA lights illuminate. Listen for the pitch 

change of props moving into reverse. 

FLAPS SET & INDICATING 20 DEG*

First Officer moves FLAPS to 20 degrees. 

Check flap handle is set to 20 and indicator reads 20 degrees. 

First Officer states "Flaps set and indicating 20." 

Captains checks FLAPS and states "Flaps set and indicating 20." 

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Author: TechSupport Subject: Highlight Date: 6/10/2014 6:01:01 PM 

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 18 

4.9 FIRST FLIGHT CHECKS; FLOATPLANE 

(Challenge & Response) 

System Checks shall be conducted prior to the first flight of the day. These tests are done 

with a minimum of 10 degrees of flap, as this will deflect propeller wash below the 

horizontal stabilizer and result in less aircraft vibration and wear on the tail section. The 

Captain performs these tests while the First Officer holds the control yoke. Once these 

checks are completed, the Captain will call for the checklist by stating; “FIRST FLIGHT 

CHECKS.” 

FLAPS 10 MINIMUM

Flaps set to a minimum of 10 degrees. 

PROP FEATHERING CHECKED

Move both PROP LEVERS into FEATHER. 

Check that both Np gauges stabilize at approximately 23%. 

Move both PROP LEVERS to MAX RPM. 

Check that both propellers come out of feather. 

Note: This test should be accomplished while on the trailer or docked. 

BETA BACKUP SYSTEM (if installed) CHECKED

Move the LEFT POWER LEVER into the reverse until the beta range light comes on. 

Lift and hold the BETA RANGE TEST Switch. 

Check that the BETA BACKUP/DISARMED light and the LEFT BETA RANGE light come on and go out 

for two complete cycles. 

Release the BETA RANGE TEST Switch. 

Move the LEFT POWER LEVER to idle. 

Move the RIGHT POWER LEVER into the reverse until the beta range light comes on. 

Lift and hold the BETA RANGE TEST Switch. 

Check that the BETA BACKUP/DISARMED light and the RIGHT BETA RANGE light come on and go out 

for two complete cycles. 

Release the BETA RANGE TEST Switch. 

Move the RIGHT POWER LEVER to idle. 

Press and hold the PWR LEVER TEST button. 

Check the PWR LEVER TEST button light illuminates. 

Twist the LEFT POWER LEVER grip and check the button light goes out. 

Twist the RIGHT POWER LEVER grip and check the button light goes out. 

Release PWR LEVER TEST button. 

PROP OVERSPEED CHECKED

Lift and hold the PROP GOV TEST switch. 

Advance BOTH POWER LEVERS to 70% Np. 

Advance BOTH POWER LEVERS to increase torque by 5 PSI. 

Check that BOTH propellers govern at 70% Np. 

Move BOTH POWER LEVERS to idle. 

Release PROP GOV TEST switch. 

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 21 

CABIN SIGNS ON 

TAKEOFF BRIEFING COMPLETE 

PF will complete the takeoff briefing. 

4.11 TAKEOFF CHECKLIST; FLOATPLANE 

(Read & Do by PM) 

The PF will ask for the “TAKEOFF CHECKLIST” once the area has been determined 

clear. Flight Crews need to take caution when departing inside controlled airspace and if 

possible make efforts to establish contact with control tower prior to departure. If contact is 

not made prior to departure, crews must contact the controlling facility as soon as practical 

once airborne. 

FLAPS SET & INDICATING 20* 

Check flap handle is set to 20 and indicator reads 20 degrees. 

PM states "Flaps set and indicating 20." 

PF states "Flaps set and indicating 20." 

LIGHTS ON 

PM will turn on the strobes. 

Captain will turn on the landing lights. 

TRANSPONDER ON 

TAKEOFF AREA CLEAR 

Check to ensure takeoff area is clear of obstructions, boats, and any other watercraft. 

Check to ensure departure area is clear. 

Page: 7

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 27 

4.16 LANDING CHECKLIST; FLOATPLANE 

(Read & Do by PM) 

The LANDING checklist is called for by the PF after flaps and props are set and the landing 

area & winds are verified at an altitude of 500’. The PF will call for the “LANDING 

CHECKLIST.” The PM will accomplish the checklist by the read and do method. 

FLAPS FULL 

Check flap handle is set to FULL and indicator reads 37.5 degrees. 

PROPELLER LEVERS MAX RPM 

RADAR STBY 

LANDING AREA CLEAR 

Check to ensure landing area is clear of obstructions, boats, and any other watercraft. 

Check to ensure go-around area is clear. 

4.17 AFTER LANDING CHECKLIST; FLOATPLANE 

(Silent by PM) 

The AFTER LANDING checklist is performed silently and called for by the PF by stating; 

“REVERSE CHECKED, AFTER LANDING CHECKLIST.” If a First Officer is the PF, 

the First Officer will continue the taxi from that point in landing until such a point where 

the captain takes control. The captain will assume control by stating; “I HAVE 

CONTROL.” 

REVERSE VERIFIED

Check that reverse is available on both engines. 

FLAPS 10

Retract flaps to 10. 

Approaching the dock the First Officer will retract flaps to zero. 

LIGHTS AS REQUIRED

Captain will turn the LANDING LIGHTS to OFF. 

PM will turn the STROBES to OFF. 

TRANSPONDER STBY

PITOT HEAT OFF

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 28 

4.18 SHUTDOWN CHECKLIST; FLOATPLANE 

(Silent by First Officer and Captain) 

The SHUTDOWN checklist is commenced once the aircraft is securely tied to the dock and 

the THUMBS UP hand signal is given to the Captain. The Captain will acknowledge this 

signal by reciprocating with a THUMBS UP to both the dock and the First Officer. Upon 

receiving the signal the First Officer will accomplish the items on the checklist that are 

above the line. The Captain will observe these actions and once they are completed, the 

items below the line will be accomplished silently by the Captain. 

FAN BLOWER BLOWER

COCKPIT FANS OFF

RADIO MASTER OFF 

-------------------- Captain Below the Line ------------------- 

GENERATORS OFF 

Check that both GENERATOR caution lights illuminate. 

VOLTS CHECKED 

Check volts to verify generators are offline and RCCB or current limiters are intact. 

POWER LEVERS IDLE

PROPELLERS FEATHER

Propellers should be in feather for at least five seconds before shutting down. 

ENGINE TEMPS BELOW 585

 T5 should be stabilized at idle below 585oC. 

FUEL LEVERS OFF

BOOST PUMPS OFF

Select the FWD and AFT BOOST switches OFF once Ng is below 10%. 

Check all four BOOST PUMP lights illuminate. 

DC MASTER SWITCH OFF

Select DC MASTER SWITCH OFF once all passengers have deplaned. 

EXT/BATT SWITCH AS REQUIRED

Select EXT/BATT switch to EXT if ground power will be available otherwise leave in BATT. 

CONTROL LOCKS INSTALLED

 Install the rudder lock after every flight. If the aircraft will be unattended for more than thirty minutes install 

all control locks. 

Page: 9

Author: TechSupport Subject: Highlight Date: 6/10/2014 6:02:29 PM 

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 42 

4.26 FIRST FLIGHT CHECKS; WHEELPLANE 

(Challenge & Response) 

System Checks shall be conducted prior to the first flight of the day. The Captain performs 

these tests while the First Officer holds the control yoke. Once these checks are completed, 

the CA will call for the checklist by stating; “FIRST FLIGHT CHECKS.” 

PROP FEATHERING CHECKED

Move both PROP LEVERS into FEATHER. 

Check that both Np gauges stabilize at approximately 23%. 

Move both PROP LEVERS to MAX RPM. 

Check that both propellers come out of feather. 

BETA BACKUP SYSTEM (if installed) CHECKED

Move the LEFT POWER LEVER into the reverse until the beta range light comes on. 

Lift and hold the BETA RANGE TEST Switch. 

Check that the BETA BACKUP/DISARMED light and the LEFT BETA RANGE light come on and go out 

for two complete cycles. 

Release the BETA RANGE TEST Switch. 

Move the LEFT POWER LEVER to idle. 

Move the RIGHT POWER LEVER into the reverse until the beta range light comes on. 

Lift and hold the BETA RANGE TEST Switch. 

Check that the BETA BACKUP/DISARMED light and the RIGHT BETA RANGE light come on and go out 

for two complete cycles. 

Release the BETA RANGE TEST Switch. 

Move the RIGHT POWER LEVER to idle. 

Press and hold the PWR LEVER TEST button. 

Check the PWR LEVER TEST button light illuminates. 

Twist the LEFT POWER LEVER grip and check the button light goes out. 

Twist the RIGHT POWER LEVER grip and check the button light goes out. 

Release PWR LEVER TEST button. 

PROP OVERSPEED CHECKED

Lift and hold the PROP GOV TEST switch. 

Advance BOTH POWER LEVERS to 70% Np. 

Advance BOTH POWER LEVERS to increase torque by 5 PSI. 

Check that BOTH propellers govern at 70% Np. 

Move BOTH POWER LEVERS to idle. 

Release PROP GOV TEST switch. 

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 45 

4.28 TAKEOFF / LINE UP CHECKLIST; WHEELPLANE 

(Read & Do) 

When the airplane receives ATC clearance for “take off” or “line up and wait,” the First 

Officer will read back the clearance including the departure runway. The Captain will then 

verbally verify the departure runway by stating the assigned runway and obtaining an 

acknowledgement from the First Officer. 

Captain First Officer 

 Requests departure clearance from ATC. 

- Calls “Seaborne WXYZ ready for 

departure”

After receiving takeoff clearance from ATC, 

- Responds to ATC “Seaborne WXYZ 

cleared for takeoff Runway X”

- Calls “Cleared for takeoff Runway X, 

TCAS checked, clear left”

- Responds “Clear Right, cleared for takeoff 

runway X”

- Calls “Takeoff Checklist” 

Completes the takeoff checklist by the read and 

do method then responds 

- “Takeoff checklist complete” 

Taxis into position and confirms their 

compasses are aligned and crosschecked 

with the assigned runway. 

- Calls “Runway X” 

- Calls “Heading X”

- Responds “Runway X” 

- Responds “Set” 

If the First Officer is going to be the PF 

the CA will transfer controls by the 

following method 

- Calls “You have control”

- Responds “I have control”

FLAPS SET & INDICATING 10 * 

Check flap handle is set to 10 and indicator reads 10 degrees. 

PM states "Flaps set and indicating 10." 

PM states "Flaps set and indicating 10." 

LIGHTS ON 

First Officer will turn on the strobes. 

Captain will turn on the landing lights when takeoff clearance is received. 

TRANSPONDER ON 

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 46 

LINE UP

RUNWAY ____ RUNWAY ____ * 

HEADING ____ SET * 

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

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4.31 CRUISE CHECKLIST; WHEELPLANE 

(Silent by PM) 

The PF should allow the aircraft to accelerate to the flight planned speed prior to adjusting to 

cruise power settings. Doing so will allow the aircraft to fly at a constant state of trim rather 

than a prolonged period of acceleration. The PF will call for the “CRUISE CHECKLIST” 

once established in the cruise configuration. The cruise checklist is accomplished by the PM 

silently. 

FUEL SYSTEM NORMAL 

Check that fuel is balanced. 

Balance fuel as needed. 

Check that fuel quantity is appropriate to continue flight. 

TREND MONITOR COMPLETE 

Accomplish trends if first flight of the day. 

ALTIMETERS SET X-CHECKED 

Check that the current altimeter setting is set. 

Check that both altimeters are +/- 100 ft. 

RADIO ALTIMETER SET 

Captain will set RAD ALT to 1,000 ft. 

TAWS AS REQUIRED 

Enable TAWS if inhibited for takeoff. 

RADIO CALLS COMPLETE 

Call dispatch or departure base with times. 

In taking instrument readings it is extremely important to minimize parallax error by 

viewing each instrument being read straight on so that accurate readings are obtained. 

Normally, the Captain will take the trend readings, per the following instructions. Engine 

trend readings are normally taken on or about an aircraft’s first flight of the day. The data 

collected must be legible, accurate, and taken in accordance with the following criteria: 

1. The readings must be accomplished at altitudes of 1,000' MSL or higher with the 

engines fully stabilized. (5 minutes minimum). Synchronized propellers will not 

necessarily read the same RPM. Do not adjust propellers to read the same RPM.

2. The torque for each engine is to be set to the required settings. Once set at cruise,

the power levers are not to be readjusted during the stabilization period prior 

to trend readings being taken, even if target torque settings drift off. 

3. OAT – Record outside air temperature gauge reading to nearest 1 degree C. 

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

4 - 50 

4. ALTITUDE - Record aircraft pressure altitude reading from Captains altimeter. 

(With altimeter set to 29.92, read to nearest 20 ft.) 

5. IAS - Record indicated airspeed from Captains ASI to nearest 1 knot. 

6. TORQUE – Record engine torque reading. (Read ACTUAL torque to nearest whole 

P.S.I., and nearest decimal percentage, e.g., 44.5) 

7. NP% - Record propeller RPM to nearest 1/10 of 1%. 

8. T5 (C) - Record T-5 temperature to nearest 5 degrees C. 

9. WF - Record engine fuel flow to nearest 5 lbs. per hour. 

10. G.G. RPM - Record gas generator RPM to nearest 1/10 of 1%. 

11. START TEMPERATURE - Record the peak T-5 temperature experienced on each 

engines first start. 

12. OIL PRESS – Record engine oil pressure to nearest 1 P.S.I. 

13. OIL TEMP – Record engine oil temperature to nearest 1 degree C. 

Note: Trend monitoring is accomplished on the first flight of the day above 1000’ 

Note: Due to parallax error, the left seat pilot will read off trend monitoring information 

while the right seat pilot records information in the flight log book. 

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

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4.38 INSTRUMENT PROCEDURES 

Descent Checklist will be completed prior to intercepting final approach course for both 

precision and non-precision approaches.

Precision Approach 

PF PM 

-Responds “Crosschecked No Flags” 

-Responds “Crosschecked No Flags” 

Verifies Localizer is alive 

-Calls “Localizer Alive” 

Verifies Glideslope is alive 

-Calls “Glideslope Alive” 

-Commands “Flaps 10, Props Max” 

At 1⁄2 dot below G/S 

-Calls “1/2 Dot” 

Confirms Vfe, selects flaps 10°, selects max 

RPM. 

-Responds “Flaps 10, Props Max” 

Verifies crossing altitude 

- Responds “Cross Checked” 

When crossing Outer Marker and/or Final 

Approach Fix if applicable calls name of fix or 

marker if applicable, indicated altitude and starts 

time. 

-Calls “Crossing PESTE, One Thousand Forty 

One, Starting Time” 

After crossing FAF inbound and prior to 500 

above minimums 

-Calls “Landing Checklist” Conducts landing checklist 

- Responds “Landing Checklist Complete”

- Responds “Continuing” 

At 500 feet above minimums 

- Calls “500 Above Minimums” 

- Responds “Continuing” 

At 100 feet above minimums 

- Calls “100 Above Minimums, I’m outside” 

Upon reaching minimums 

-Calls “Minimums” 

- Responds “In Sight, Landing” 

- Responds “Go Around Set Max Power Flaps 

10” 

- Responds “Continuing” 

At minimums call will respond one of three 

ways: 

#1 -Calls “Runway in Sight” 

#2 - Calls “No Contact” 

#3 – Calls “Approach Lights in Sight” 

At 100 feet above touchdown zone elevation 

PM will call either option 1 or 2 

Page: 15

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

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4.39 FAA APPROVED AIRCRAFT NORMAL CHECKLIST 

The following pages constitute the FAA approved aircraft normal checklists for the floatplane 

and wheelplane configurations. In the event that an aircraft checklist is missing, unreadable or 

otherwise unusable, the applicable page(s) may be photocopied and used for flight until the 

aircraft checklist can be replaced. 

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

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4.39.1 Floatplane Normal Checklist 

(front) 

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SEABORNE AIRLINES DATE: 06-04-14 

STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

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4.39.1 Floatplane Normal Checklist (cont’d)

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STANDARD OPERATING PROCEDURES MANUAL REVISION: 14

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4.39.2 Wheelplane Normal Checklist 

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4.39.2 Wheelplane Normal Checklist (cont’d)

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES TOC 5-i 

TABLE OF CONTENTS

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 

5.1.0 Introduction ..................................................................................... 5-1 

5.2.0 Ground Failures – All Configurations .............................................. 5-2 

5.3.0 In-Flight Failures ............................................................................. 5-4 

5.4.0 Engine Failure After V1 ................................................................... 5-5 

5.5.0 Engine Fire Without Engine Failure ................................................ 5-6 

5.6.0 Engine Fire or Failure In-Flight ....................................................... 5-7 

5.7.0 Electrical Failures ........................................................................... 5-8 

5.8.0 Single Engine Floatplane Operations ............................................. 5-9 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-1 

5.1.0 INTRODUCTION 

5.1.1 The Non-Normal checklist assumes that if an indicating light associated with a 

system is not illuminating, the integrity of the bulb and circuit is checked prior to 

referring to the checklist. 

5.1.2 Each non-normal situation should be dealt with in the following sequence: 

A. Memory Items; 

B. Checklist Items, specific to the malfunction; 

C. Warnings, Cautions, and Notes (lost services, etc...); and 

D. Landing Precautions. 

NOTE

This information is specific to the malfunction and is used to 

supplement the normal operations of the aircraft. The landing

precautions must be reviewed as part of the approach briefing. 

5.1.3 Following completion of the appropriate Non-Normal Checklist, the Normal 

Checklist shall be used (as modified by the Non-Normal Checklist) for the 

remainder of the flight, except in those cases, where the Emergency Checklist 

follows the "down to the ground" philosophy. 

NOTE

Pilots must be aware that checklists cannot address all possible 

failures and, therefore, do not preclude good judgment. In some 

cases, deviation from the checklist may, at the discretion of the 

Captain, be necessary. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-2 

5.2.0 GROUND FAILURES – ALL CONFIGURATIONS 

5.2.1 Ground failures are defined as any malfunction that occurs on the water or 

runway prior to V1 and after touchdown. 

5.2.2 In the event of a ground failure, regardless of whether it happens while at the 

dock / ramp, taxiing or during takeoff, the primary objective of the crew is to stop 

the airplane, evaluate the problem, take the appropriate action, and evacuate if 

required. 

5.2.3 A takeoff shall be aborted for any Caution or Warning light; however, there are 

many reasons other than Caution or Warning lights for discontinuing a takeoff. It 

is, therefore, left to the discretion of the Captain as to what additional situations 

demand an aborted takeoff. 

NOTE

At V1 or above, the takeoff will be continued regardless of the 

malfunction. 

5.2.4 Aborted takeoffs must be made for the following: 

A. auto feather fails to arm, 

B. any abnormal engine indication, 

C. major differences in airspeed indications, 

D. engine failure or fire, 

E. illumination of any caution light, 

F. bird strike, 

G. difficulty encountered in controlling the aircraft during the takeoff roll, and 

H. debris or boat traffic in the takeoff area. 

5.2.5 If a rejected takeoff becomes necessary, either pilot will make the call “ABORT.” 

The Pilot Flying (PF) will initiate the abort by selecting POWER LEVERS to IDLE 

(then REVERSE if required). 

5.2.6 If the PF is the First Officer and an abort occurs prior to V1, the Captain assumes 

control below 55 KIAS, brings the aircraft to a full stop; and (if applicable) sets 

the parking brake. 

5.2.7 If the reason for the abort is engine fire or smoke: 

A. the Captain will mute the fire bell, complete the memory items for engine fire 

(or smoke), and, at the Captain's discretion, call for evacuation; and 

B. the First Officer will advise ATC (if applicable) of the problem, state position 

on the field, request Crash, Fire and Rescue equipment and state the number 

of persons on board and quantity of fuel. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-2 

5.2.0 GROUND FAILURES – ALL CONFIGURATIONS 

5.2.1 Ground failures are defined as any malfunction that occurs on the water or 

runway prior to V1 and after touchdown. 

5.2.2 In the event of a ground failure, regardless of whether it happens while at the 

dock / ramp, taxiing or during takeoff, the primary objective of the crew is to stop 

the airplane, evaluate the problem, take the appropriate action, and evacuate if 

required. 

5.2.3 A takeoff shall be aborted for any Caution or Warning light; however, there are 

many reasons other than Caution or Warning lights for discontinuing a takeoff. It 

is, therefore, left to the discretion of the Captain as to what additional situations 

demand an aborted takeoff. 

NOTE

At V1 or above, the takeoff will be continued regardless of the 

malfunction. 

5.2.4 Aborted takeoffs must be made for the following: 

A. auto feather fails to arm, 

B. any abnormal engine indication, 

C. major differences in airspeed indications, 

D. engine failure or fire, 

E. illumination of any caution light, 

F. bird strike, 

G. difficulty encountered in controlling the aircraft during the takeoff roll, and 

H. debris or boat traffic in the takeoff area. 

5.2.5 If a rejected takeoff becomes necessary, either pilot will make the call “ABORT.” 

The Pilot Flying (PF) will initiate the abort by selecting POWER LEVERS to IDLE 

(then REVERSE if required). 

5.2.6 If the PF is the First Officer and an abort occurs prior to V1, the Captain assumes 

control below 55 KIAS, brings the aircraft to a full stop; and (if applicable) sets 

the parking brake. 

5.2.7 If the reason for the abort is engine fire or smoke: 

A. the Captain will mute the fire bell, complete the memory items for engine fire 

(or smoke), and, at the Captain's discretion, call for evacuation; and 

B. the First Officer will advise ATC (if applicable) of the problem, state position 

on the field, request Crash, Fire and Rescue equipment and state the number 

of persons on board and quantity of fuel. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-3 

5.2.8 Procedures 

Either pilot calls “ABORT” and the PF initiates the Aborted Takeoff Procedure 

CAPTAIN FIRST OFFICER 

- Brings aircraft to a stop - Advises ATC of the ABORT 

ONCE THE AIRCRAFT HAS STOPPED 

- Advises Captain of the malfunction 

IF FIRE OR SMOKE 

- Mutes FIRE BELL 

- Sets PARKING BRAKE 

(Wheelplane) 

- Both POWER LEVERS - IDLE 

- Both PROPELLER LEVERS - 

FEATHER 

- Both FUEL LEVERS - OFF 

- Affected FUEL OFF SWITCHES - 

OFF 

- Affected FIRE PULL HANDLE - 

PULL 

- Both BOOST PUMPS – OFF 

- Advises ATC of: 

a. required emergency equipment 

b. number of Souls On Board 

c. amount of fuel 

- Instructs passengers to don life 

vests 

- Assists passengers in donning life 

vests 

EMERGENCY EVACUATION 

(If necessary at Captain’s discretion) 

- DC MASTER Switch – OFF 

- Leaves aircraft ensuring that no one 

has been left on board 

- Commands on PA "EVACUATE 

LEFT(RIGHT) SIDE" 

- Leaves the flight deck to assist in 

the evacuation 

NOTE

Floatplane Operations: Do not allow passengers to exit the aircraft 

unless they are wearing a life vest. 

Wheelplane Operations: Ditching operations on water--do not allow 

passengers to exit the aircraft unless they are wearing a life vest. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-3 

5.2.8 Procedures 

Either pilot calls “ABORT” and the PF initiates the Aborted Takeoff Procedure 

CAPTAIN FIRST OFFICER 

- Brings aircraft to a stop - Advises ATC of the ABORT 

ONCE THE AIRCRAFT HAS STOPPED 

- Advises Captain of the malfunction 

IF FIRE OR SMOKE 

- Mutes FIRE BELL 

- Sets PARKING BRAKE 

(Wheelplane) 

- Both POWER LEVERS - IDLE 

- Both PROPELLER LEVERS - 

FEATHER 

- Both FUEL LEVERS - OFF 

- Affected FUEL OFF SWITCHES - 

OFF 

- Affected FIRE PULL HANDLE - 

PULL 

- Both BOOST PUMPS – OFF 

- Advises ATC of: 

a. required emergency equipment 

b. number of Souls On Board 

c. amount of fuel 

- Instructs passengers to don life 

vests 

- Assists passengers in donning life 

vests 

EMERGENCY EVACUATION 

(If necessary at Captain’s discretion) 

- DC MASTER Switch – OFF 

- Leaves aircraft ensuring that no one 

has been left on board 

- Commands on PA "EVACUATE 

LEFT(RIGHT) SIDE" 

- Leaves the flight deck to assist in 

the evacuation 

NOTE

Floatplane Operations: Do not allow passengers to exit the aircraft 

unless they are wearing a life vest. 

Wheelplane Operations: Ditching operations on water--do not allow 

passengers to exit the aircraft unless they are wearing a life vest. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-4 

5.3.0 IN-FLIGHT FAILURES

5.3.1 In-flight failures are defined as any malfunction that occurs at or above V1 and 

prior to touchdown. 

5.3.2 During an in-flight failure it must be remembered that the primary responsibility of 

the crew is to control the airplane. Checklists must not be called for until the 

flight path is under full control. 

5.3.3 In the event of an in-flight failure, the crew will assess the problem. Once the 

nature of the problem has been established: 

A. The PF will call for the appropriate memory items, if applicable; e.g., "Left 

Engine Shutdown Memory Items." 

B. The Pilot Monitoring (PM) will perform the memory items which are confirmed 

by the PF. 

C. When the memory items are complete, the PM will state the memory items 

complete. 

D. The PF will then call for the appropriate Emergency or Abnormal checklist. 

E. The PF actions the checklist items using the "Read and Do" method, starting 

with the memory items to ensure they were completed correctly. 

F. 

1. Below 400 ft AGL, only vital actions will be accomplished--mute a fire bell 

and feather an unfeathered prop. 

2. Between 400ft AGL and 1,000 ft AGL, only memory items an Engine Fire 

not producing power. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-5 

5.4.0 ENGINE FAILURE AFTER V1 

PF PM

- Accelerates to Vyse & Continues Climb 

- Monitors Airspeed; at V1 (77 or 86 KIAS)

- Calls “V1” 

- Calls “Max Power Flaps 10, 82 or 86 

knots, Confirm Autofeather” 

- Establishes Climb at 82 or 86 KIAS 

- Confirms Max Power 

(Power Levers and Propellers Levers) 

- Confirms Flaps Set and Indicating 10 

- Calls “Autofeather Complete or 

No Autofeather” 

- If no Autofeather 

- Calls “Confirm Left / Right Engine” 

- Checks PM is holding correct prop 

lever, and calls “Confirmed Feather” 

- Selects and Calls “Left / Right Prop 

Lever” 

- Selects feather on confirmed feather 

call 

- Announces problem “Right / Left Engine 

Failure” 

- Calls Continuing - Calls “400” 

- Calls “Engine Failure Autofeather 

System Selected On Checklist” 

- Calls “1,000” 

- Accomplishes Engine Failure 

Autofeather System Selected On 

Checklist 

- Calls “Engine Failure Autofeather 

System Selected On Checklist 

Complete” 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-6 

5.5.0 ENGINE FIRE WITHOUT ENGINE FAILURE 

PF PM

- Climb to a minimum of 1,000 ft AGL 

- Commands "Left / Right Engine Fire 

Shutdown Memory Items” 

- Calls “Confirmed Idle” 

- Calls “Confirmed Feather” 

- Calls “Confirmed Off” 

- Calls “Confirmed Off” 

- Calls “Confirmed Pull” 

- Calls “Confirmed Off” 

- Calls “Left / Right Engine Fire Shutdown 

Checklist” 

- Calls “Left / Right Power Lever” 

- Calls “Left / Right Prop Lever” 

- Calls “Left / Right Fuel Lever” 

- Calls “Left / Right Fuel Off Switch” 

- Calls “Left / Right Fire Pull Handle” 

- Calls “Left / Right Boost Pump” 

- Calls “Left / Right Engine Fire Shutdown 

Memory Items Complete” 

- Accomplishes Engine Fire Shutdown 

Checklist 

- Calls “Fire Shutdown Checklist 

Complete” 

NOTES

1. Minimum enroute altitude or as appropriate. 

2. If the engine is failed and on fire, the shutdown will commence at 

400 ft AGL. 

3. The PF will visually confirm the correct Lever or Switch is selected 

by the PM prior to commanding what to do with it. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-7 

5.6.0 ENGINE FIRE OR FAILURE IN-FLIGHT 

5.6.1 For an engine fire or failure inflight, the crew will establish the power setting 

and / or altitude required for safe flight and then proceed with the “Engine Failure 

or Inflight Shutdown Memory Items.” 

5.6.2 If the PF commands “Max Power,” the PM will simultaneously set the Propeller 

Lever to Max RPM and Power Lever(s) to the T5 or torque limit, whichever is 

reached first; “Flaps 10 not required” may also be added. 

5.6.3 When there is a power loss on an engine it is always prudent to initiate the 

Engine Failure Memory Items. 

5.6.4 After the propeller is feathered, the next call is “Fuel Lever” by the PM. At this 

point, the PF should ask “what is the status of the engine?” and there should be a 

discussion on what happened--did the engine fail, did it roll back to idle, or did 

the propeller feather? 

5.6.5 Procedure 

PF PM

- Maintains heading and altitude 

- Calls for Power / Flaps as required - Sets required Power / Flaps 

- Commands "Left / Right Inflight 

Shutdown Memory Items” 

- Calls “Confirmed Idle” 

- Calls “Confirmed Feather” 

- Calls “Confirmed Off” 

- Calls “Confirmed Off” 

- Calls “Left / Right Engine Fire 

Shutdown Checklist” 

- Calls “Left / Right Power Lever” 

- Calls “Left / Right Prop Lever” 

- Calls “Left +Right Fuel Lever” 

- Calls “Left / Right Fuel Off Switch” 

- Calls “Left / Right Engine Shutdown 

Memory Items Complete” 

- Accomplishes Engine Shutdown 

Checklist 

- Calls “Engine Shutdown Checklist 

Complete” 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-8 

5.7.0 ELECTRICAL FAILURES 

5.7.1 During an in-flight electrical failure, the primary objective of the crew is to control 

the airplane. 

5.7.2 The crew must immediately assure that the flight instruments are powered and 

properly working. Partial or complete loss of flight instruments requires 

immediate action including the consideration of continuing into degrading 

weather conditions. 

5.7.3 The loss of electrically powered items should be evaluated within the context of 

the remaining time to destination, effect on usable fuel and weather at the 

destination and alternate. 

5.7.4 If the failure of an electrical item is indicated by a tripped circuit breaker (CB), the 

crew must not reset the CB unless, in the judgment of the Captain, resetting the 

CB is necessary for the safe completion of the flight. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-9 

5.8.0 SINGLE ENGINE FLOATPLANE OPERATION 

5.8.1 Charlotte Amaile Harbor, St Thomas, USVI 

A. Departure from the Seawall North to South Harbor 

1. All aircraft will proceed from the Seaplane base and taxi to the far east 

end of the Customs house at the traffic light. 

2. At this point, proceed on an approximate 175 heading with visual contact 

with Point Muhlentes. 

NOTE

If there is an engine failure prior to V1, land straight ahead and 

come to a stop. 

3. If needed, beach on the east beach of Hassel Island. 

B. West Gregory Departure 

1. Taxi to the northwest point of Water Island and turn to approximately a 

060 heading. The aircraft will be center of the channel and takeoff point. 

2. At the northeast point of the island where the channel turns south, follow 

the same path. 

NOTE

If there is an engine failure prior to V1, land straight ahead and 

come to a stop. 

NOTES

BE ADVISED: 

1. Once on the water, call the tower on 118.800 and or the Station on 

129.025 for assistance from the Coast Guard or VIPA if a major 

emergency.

2. If you are in need of a tow, the Station can contact Sea Tow for 

assistance as well as contacting Dispatch.

C. On either departure, if there is an engine failure after V1, continue with current 

emergency procedures. Upon reaching 1,000 feet, assess available options. 

D. If the area that is south of the Airport is available (i.e., West Gregory), land in 

the channel and await assistance. 

E. Should the prevailing winds allow, the area north of the Airport (Brewers Bay) 

and land may be used. At this point, if necessary, beach the aircraft there. 

NOTE

Unless it is absolutely necessary, keep the passengers on board 

until such time it is safe to evacuate the aircraft. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-10 

5.8.1 Charlotte Amaile Harbor, St Thomas, USVI (cont’d) 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-11 

5.8.1 Charlotte Amaile Harbor, St Thomas, USVI (cont’d) 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-12 

5.8.2 Christiansted Harbor, Christiansted, USVI 

A. East Departure, 090 Heading to Round Reef 

1. Depart from west to east on approximately 090 heading to the area of 

Round Reef. 

2. 

a) If below V1 (86 knots) an engine is lost, maintain heading and land on 

water straight ahead until you come to a complete stop. Upon 

controlling the aircraft, attempt to return to the dock or beach the 

aircraft at the nearest safe shore area. 

b) If above V1, continue to the east, climb to 1,000 feet, and handle all 

emergency checklists as appropriate. Use the visual to stay between 

Buck Island on the left and the Buccaneer on the right. 

3. Upon return to the harbor, determine the prevailing winds and land in the 

hard down the channel, west to east or vice versa. 

4. Locate the safest point to beach the aircraft and deplane the passengers. 

5. If landing to the southeast, start the approach by Long Reef and land prior 

to the main channel so that you will clear any boat traffic while controlling 

the aircraft to a stop. 

NOTE

The beach on the JFK side of the harbor is the preferred area to 

beach an aircraft. 

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SEABORNE AIRLINES REVISION DATE: 04 JUN 14 

DHC-6 STANDARD OPERATING PROCEDURES MNL REVISION NO.: 14

CHAPTER 5 – EMERGENCY & ABNORMAL CHECKLIST AND PROCEDURES 5-13 

5.8.2 Christiansted Harbor, Christiansted, USVI (cont’d) 

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